Internal-combustion engine



11,449,348 C G. PULLIN INTERNAL COMBUSTION ENGINE Filed July 20, 1920 2 sheets-sheet l ji? i A A v" as y's Mr/.4W

G lv ,lc l.' 0

i afmzmi jweniar.

Patented Mar. 20, 1923.

PATENT FFICE.,

y CYRIL GEORGE PULLIN, OF ISLEWORTH, ENGLAND.

INTERNAL-COMBUSTION ENGNE.

Application led kJuly 20,

To all 'whom it may conce-ra;

Be it known that LCYRIL GEORGE PULLIN, a subject of the' King of Great Britain, residing at lsleworth, ltliddlesex, England, have invented certain new and useful lmprovements in Internal-Combustion Engines, of which the following is a specification.

rlhis invention relates to means for controlling the fuel and lubricant supply to i-ntcrnal combustion engines, and has for its object to provide means whereby the supply of lubricant is proportional to the consumption of the engine, while at the same time obviating the use of separate controls for fuel and lubricant, thereby preventing inadvertant running of the engine without the proper supply of lubricant.

The invention consists in a method of automatically controlling the supply of lubricant to an internal combustion engine, by arranging the inlet to a lubricant passage, so as to be dependent on the movement of the supply valve for the fuel mixture and in means for carrying the methodinto edect.

In order that my invention may be clearly understood, l will now describe thesame with reference to the accompanying drawings, in which Fig. 1 shows a vertical section through the construction embodying a valve, controlling the supply of fuel and lubricant to an internal combustion engine; Fig. 2 is a transverse section on the line A, A, of Fig. 1; Fig. 3 is a. general sectional elevation of an internal combustion engine fitted with a mixture and lubricant supply member, constructed according to this invention, while Fig. 4 is a plan of the construction shown in Fig. 3 only such parts being included as are necessary to indicate the Gommunications between the engine and the valve thereof.

Referring rst to Figs. 1 and 2, a valve 1 controlling the admission of'mixture to the engine, is disposed in the air inlet 2 of a construction embodying a mixing chamber 3, the air inlet within the mixing chamber being formed by a dividing wall4, at the top of which, and on one wall of the chamber is provided a seating `5 for the said valve. The dividing wall 4 is. also formed with a protuberance through which is cut a bore 6, coaxial with the mixing chamber, in order to provide a. tubular guide for the stem .7 of the said valve, the inner wall 4 being' suitably separated within the chamber 1920. Serial No. 397,564.

by a connection to the outer wall 8k of the mixing chamber, the whole construction being designechso that it can be formed in a single casting. In the seating 5 of the valve 1 an orifice 9 for the fuel jet 10 is formed, and the jet is controlled in any well known way, such as by a tapered pin 11, mounted for advancing or receding to or from the jet to control the opening therefrom, fuel being admitted t0 the conduit 12 from any suitable reservoir.

As clearly shown in Fig. 2, the protuberance in the air inlet, formed on the wall 4 of the mixing chamber, is provided with conduits 13 and 14, formed in that part of the casting, connecting the inner Wall 4 to the outer wall 8, part of which is shown in the vertical section of Fig. 1, the said conduits 13 and 14 leadingto the guide 6 of the valve spindle, the conduit 13 being connected to the lubricant supply in any suitable manner, and the conduit 14 being connected to a lubricant delivery pipe 15 of the internal combustion engine. The spindle of the valve is provided With an annular constricted portion 16, and the valve is retained on its seating by a suitable spring 17, the mixing chamber 3 communi- Cates with the induction passage of an engine s0 that on the outstroke of the piston in the engine, a negative pressure occurs in the mixing chamber. YVhen this occurs, the valve will be lifted from its seating, in view of the fact that the pressure of the atmos phere on the under side of the valve, will be greater than the negative pressure in the mixing chamber. "When the valve lifts from its seating, air is drawn in through the air inlet 2, and iiows between the valve and its seating 5, and as the fuel orifice 9 is disposed in the seating, fuel will be sucked in with the air, to the mixing chamber. At the same time, it will be noticed that the lift of the valve brings into register, the anf nular recess 16, formed in the valve spindle and the conduits 13 and 14, whereon the free passage is provided, so that lubricant can flow from the supply, through the conduit 13, the annular space 16, the conduit 14, to the delivery pipe 15 and thence to the engine.

The lift of the valve may be limited by any suitable means, such as the adjustable stop 13. To prevent a blow back, as the valve is returning to its seating, that is,V when the pressures in the mixing chamber,

exceeds the atmospherical pressure, a tubular memberl9 with a mushroom head 2O may be fitted in their air inlet, as shown .in Fig. l, the air being conducted to the inlet, through a wire net diaphragm 2l and ports in the tubular member 19 adjacent the musuroom head. Further, the head of the blow back pipes may 'be provided with a plate 22 carrying graduations 23so disposed, as to be of use, with reference to the control member for the fuel jet, on which is provided a pointer 24 arranged to pass over the aforesaid graduations, so that the extent of opening of the `iet may be adjusted, irrespective of the'running of the engine.

The application of my invention to a twostroke internal combustion engine, will nonv be described with reference to Fig. 3 of the drawings, in which the` engine piston 25 works in the cylinder 26, cast in one with a closed crank case 27 of an internal combustion engine, the piston having a perforated skirt 28 and a deliector head 29 with transverse cruciform webs 30, internally arranged, the piston being driven from a crank dise 31 to which it is connected by a gudgeon pin 32 and a connecting rod The gudgeon pin 32 is of a hollow type and particularly connected to its connecting rod, so as to provide a clearance between the connecting rod and the bearings of the gudgeon pin. By this means the piston and its connecting rod can be inserted in the cylinder' before the detachable head 34 is secured in position, and, due to the clearance just referred to, the connecting rod can be slightly vmoved laterally until it is in position to pass on to the crank pin of the crank disc The cylinder is formed with a transmission passage 35 provided in the wall of the cylinder and which is connected to both ends of the combustion space at the lower pressure end by an inlet port 36 and at the higher pressure end by an outlet port 37. The crank case `27 is formed within its wall with an induction passage 38 communicating with the transmission passage 35, and leading from the mixing chamber 3 of the valve construction controlling the supply of fuel and lubricant. to the closed crank chamber 27 via a port 39.

, The cycle of operations, in such an engine is as follows The piston 25 makes an outstroke, and due to the reduction of pressure and to an ultimate negative pressure in the crank case 27, mixture is sucked in through the induction passage 38 formed in the wall of the crank case 27, through the port 39 at the crank case end of the cylinder, and then through the skirt 28 of the piston, or behind the piston to the crank case. The piston then makesl an instroke, compressing the charge in the crank case and driving it out through or behind the piston, through the port 39 to the transmission passage 35 formed longitudinally of the cylinder, and through the cylinder inlet ports 36 on the firing side of the piston, to the combustion space. The piston then again advances on an outstroke compressing the mixture in the combustion space of the cylinder, closing the inlet ports 36 to the cylinder and the exhaust ports 4() from the cylinder, while at the same time inducing av fresh charge to the crank case. At the commencement of the next instroke the ignition of the gases is effected and the working stroke commences, again compressing the charge in the crank case, then driving it out through the said portr 39 in the crank case end of the cylinder wall, up through the transmission passage, and through the inlet ports 36 to the combustion space, the new charge being` so directed in its entry vby the deflector head 2 9 of the piston to the combustion space of the cylinder that it drives out the burnt gases through the exhaust ports 4:0 which have been simultaneously uncovered with the inlet ports 36 as the piston completed its instroke.4 The scavenging having been eili'ected by the new charge a new cycle of operations commences.

By provision of the transmission passage 35, which is connected to bot-h ends of the combustion space of the cylinder 26, I may control the engine in the manner set out in my co-pending application No. 397,563 for the improved method and means for controlling internal combustion engines in which specification, the working of the control valve, such as indicated at il is clearly set out; and for the purpose of this specilication it will be sufficient. to state, the valve ll is arranged so as to permit. a predetermined portion of the gases admitted through the inlet ports 36 to the combustion space of the cylinder, to be removed from the combustion space through the port 37 and back through the transmission port 35q whereon the gases will return to the crank chamber with the next incoming charge drawn in through the induction passage 38.

Referring now again to the action of the valve l, as the mixing chamber 3 is connected to the closed crank chamber 7 by the induction passage 38, the outstroke ofthe piston will cause a negative pressure in the crank case, induction passage 38 and mixing chamber 3, so that fory each outstroke of the piston, a predetermined supply of fuel and lubricant is supplied to the engine.

Now supposing it is not required to run the engine at full power, and the control valve ll is operated to permit the removal of part of the charge to the combustion space through the outlet 37, the transmission passage and the crank chamber 27, it will be evident that the normal negative pressure effected by the outstroke of the lOO piston, will be lowered by the amount of the pressure of the charge, so removedfrom the combustion space. The elevation of this pressure will have a. corresponding effect on the valve l, so that its lift Will not be so great as when the engine was running on the full charge, that is, the supplyof `fuel and lubricant will lbe ,delivered automatically in a quantity proportional to `the consumption of the engine, whereby a great saving of fuel and lubricant is obtained.

Referring to Figs. 3 and 4, it will be noted that the delivery pipe l5 for the lubricant is connected to the cylinder, substantially midway of its length, so that the cool `oil is delivered directly to the piston for cooling purposes; besides cooling the head of the piston, the oil, after the piston has ad-. vanced in its stroke, will fall through the perforated skirt 28, and onto a cupped recess 42 formed in the small end of the connecting rod and which recess is connected to the gudgeon pin by a radial port, so that the oil collected in the cupped port-ion is permitted to perce-late through to the gudgeon pin, and sufliciently lubricate the bearings thereof.

The overiiow of oil will thus fall on to the diaphragm of the piston head and then into the crank case, where it collects in a sump 43 from which the oil may be forced up through a 'dispersing pipe 44 leading to the crank shaft 45 of the engine, on which is mounted a flywheel 46, suitable registering ports in the crank shaft being formed so that the oil is forced up the pipe 44 atthe higher pressures in the crank chainber, through the registering ports and to the bearings of the crank shaft, while it is prevented from returning to the sump via the pipe 44 during the negative pressures. The oil, after lubricating the crank shaft bearings, may be led off to any other moving part of the engine, or be returned to the lubricant supply.

The numeral 47 indicates the silencer foi` the engine.

I claim l. A method of automatically controlling the supply oflubricant to an internal combustion engine which consists in arranging the inlet to a lubricant passage so as to be dependent upon the movement of a supply valve for the fuelmixture, directly operated by the varying pressure in a closed crank chamber. i

2. A method of automatically controlling the supply of lubricant to an internal com-` bustion engine which consists in arranging the inlet to a lubricant passage so as to be dependent upon the movement of a supply valve for the fuel mixture, directly operated by the varying pressures in a closed crank chamber, the lubricant being delivered in such a manner as to effect a maximum transcombinationof an air inl'etwvalve, a `seating therefor, means ltending to retain` Saidl valve on said seating, a fuel supply orifice formed 1n said seating, a guide for. the stemof said `air inlet valve, a lubricant supply pipe and a lubricant delivery pipe connected to said guide, an annularrecess on the lstem of said air inlet valve, and means effecting the lift of said air inlet valve from its seating at predetermined intervals and in proportion to the consumption of the engine.

4. In means for supplying fuel and lubricant to an internal combustion engine, the combination of a miXing chamber, an air inlet in said mixing chamber, a valve seat-ing formed lat said air inlet, a valve controlling said inlet, means tending to retain said valve on said seating, a fuel supply orifice formed in the seating of said valve, aguide forthe stem of said air inlet valve, a lubricant supply pipe and a lubricant delivery pipe connected to said guide, an annular recess on the stem of said air inlet valve, and an induction port connecting said mixing chamber and a closed crank chamber of an internal combustion engine, whereby said inlet valve is lifted from its seating at predeterm'ined intervals and in proportion to the consumption of the engine.

5. In means for supplying fuel and lubricant to an internal combustion engine, the combination of a mixing chamber, an air inlet in said mixing chamber, a valve seating formed at said air inlet, a valve controlling said inlet, means tending to retain said valve on said seating, a fuel supply orifice formed in the seating of said valve, a guide for the stem of said air inlet valve, a lubricant supply pipe and a. lubricant delivery pipe connected to said guide, an annular recess on the stem of said air inlet valve, and an induction port connecting said mixing chamber and a closed crank chamber of an internal combustion engine, whereby said inlet valve is lifted from its seating at predetermined intervals and in proportion to the consumption of the engine, and means for delivering the lubricant directly to they piston.

, 6. In means for supplying fuel and lubricant to an internal combustion engine in quantities proportional to the consumption of the engine, the combination of a closed crank case, an engine cylinder having a lubricant port substantially midway of its length, a piston working in said cylinder, a gudgeon pin, a connecting rod having a shallow cup facing said lubricant port, and a conduit leading from said cup to said gudgeon pin, a crank in said closed crank case, a mixing chamber, an air inlet in said mixing chamber, a valve seating formed at said air llO lili

case tion space of the cylinder, and a controlled sion passage communicating with said induction passage and connecting` said Crank with both ends of the combuseXit at the higher pressure end from said combustion space to said transmission passage, whereby a portion of the gases admitted may be returned to the source of mixture supply for a subsequent cycle.

In testimony whereof I affix my signature.

CYRIL GEORGE PULLIN. 

